Power-transmission mechanism.



PATENTED OCT. 23, 1906.

C. P. SMITH.

POWER TRANSMISSION MECHANISM.

APPLIGATION TILED MAE-.5. 1906,

4 SHEETS-BHEET 1.

0 11v VEEIYTOR A flTTORJVE 2 No. 834,082. PATENTED OCT. 23, 1906.

C. P. SMITH.

POWER TRANSMISSION MECHANISM.

APPLICATION rum) MAB.5.1906.

4 sums-sum 2.

WITNESSES:

agiz- ATTORNEY.

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PATENTBD OCT. 23, 1906.

C. P. SMITH.

POWER TRANSMISSION MECHANISM.

APPLICATION FILED MAE.5,1906.

4 SHEETS-SHEET 3.

W] T JVES SE S v flTTOIiNEY.

rut NORRI! PIIIIS 5a., Iavuunon. l. a

PATENTBD OCT. 23, 1906.

0. P. SMITH.

POWER TRANSMISSION MECHANISM.

APPLICATION FILED MAB.5. 1906.

4 SHEETSSHEET 4.

WITNESSES: v INV'ENTOR \& Kim

5 CHARLES P. SMITH, OF ROCHESTER, NEW YORK.

POWER-TRANSMISSION MECHANISM.

Specification of Letters Patent.

Patented Oct. 23, 1906.

Luplicatiti filed March 5, 1906. Serial Ila. 304.186.

To all whom it may concern:

Be it known that 1, CHARLES P. SMITH, of Rochester, in the county ofMonroe, in the State of New York, have invented new and usefulImprovements in PO\\'1TI&I1S1lliSSiOIl Mechanism, of which thefollowing, taken in connection with the accompanying drawings, is afull, clear, and exact description.

This invention relates to the class of mechanisms employed in thepropulsion of motorvehicles for transmitting the power from the motor orengine to the rear axle of the vehicle and which comprise a system ofgearing adapted to be manually controlled, whereby the speed of thevehicle may be increased or decreased, as may be desired, and wherebythe rotation of the (hiven shaft or axle may be reversed when required.

The main object of the present invention is to provide apower-transmitting mechanism which shall be simple, strong, and durablein construction and ellicient and reliable in its operation and at thesame time can be easily and readily controlled.

To that end the invention consists in the novel arrangement andcombination of the component parts of the transmit ing mechanismhereinafter fully described, and set forth in. the claims.

In the accompanying drawings, Figure 1 is partly a plan view and partlya longitudinal sectional view of the power transmitting mechanismembodying my invention and showing the driving-shaftin direct engagementwith the transmission-shaft for imparting maximum speed to thedrivenshaft or axle. Fig. 2 is also partly a plan vew and partly alongitudinal section and showing the drivingshaft shifted forwardly andlaterally to carry its pinion into engagement with the largest internalgear for imparting minimum speed to the driven shaft. Fig. 3 is a sideview showing more clearly the manually-operated devices for shifting thedriving-shaft longitudinally and laterally. Fig. 4 is a transversesectlo: on the dotted line X X in Fig. 1 and showing the means forregulating the lateral movement of the driving-shaft and locking thepinion in its engagement with the internal gears. Fig. 5 is an enlargeddetail longitudinal section of the latcrally-shiftable journalbox whichsupports the driving-shaft on the int-losing case of the internal gearsand showing the means for regulating the longitudinal movement of saiddriving-shaft. Fig. 6 is a longitudinal section of a modification of themultiple-speed wheel, wherein the internal gears are formed integralwith said wheel; and Fig. 7 is a detail plan view of the device forreceiving the upper portion of the handlc-ver which is employed foractuating the shifting mechanism and serving to retain the lever inlaterally-moved position.

Referring to the drawings, 1 denotes the power-shaft, which is composedof the usual sections .2 2 3, united by pivotal coupling 4 4, which havea sliding engagement with the sections to render the shaft flexible andextensible to compensate for vertical and lateral vibrations of thetransmission devices caused by travel of the vehicle over rough anduneven ground and also serving to permit the shifting of partshereinafter described.

5 denotes the driven shaft or axle of the vehicle and which is composedof two sections, as usual, said sections being connected by thewell-known differential gears supported in a box or casing 6. Inasmuchas these differential gears are common to all ower-driven vehicles, adescription an -i an i lustration of the same are unnecessary.

7 denotes an annular casing which is diso ed .t the rear end of thepower-shaft. 1 and remote therefrom and axially in line therewith. Thiscasing is provided at its rear end with a suitable flange 0r flanges,bolted or otherwise detachably fastened to a casing 8, as indicated at9, through which latter casing passes the driven shaft 5.

1O denotes the transmission-shaft, which is j ournaled in a bearing 11,formed in the rear end of the casing 7. The rear end of this shaft 10extends into the casing 8 and. is provided with a suitable bearing 12 ona support 13, projecting from one of the wais of the easing, and to saidend of the shaft is secured a bevel-gear 14, engaging alike gear 15,secured to one of the sections of the driven shaft 5. To the saidtransmission-shaft 10, within the casing 7, is secured a wheel 16, which1 term a multiple-speed wheel. This wheel is formed in its front sidewith a cavity provided with a series of concentric internal gears A B(J, disposed side by side and having successively increasing diameters.These gears A B C may be composed of separate internally toothed ringsseated on steps formed in the cavity of the wheel and keyed or otherwisefastened thereto, as shown in Fig. 1 of the drawings, or they may beconstructed by forming the teeth in the steps of the cavity, as shown inFig. 6 of the drawings.

1o gitudinally and laterally, as will be shortly described. Said drivingshaft is formed with a hollow forward end portion or sleeve 20,telescoping the rear end section 3 of the flexible power-shaft 1. Thissleeve portion .20 of the driving-shaft is adapted tc slidelongitudinally on the shaft-section 3 and is caused to rotate therewithby means of the well-known spline-and-groove connection, as indicated at21. Said driving-shaft is sup- 2o ported in ajournal-box 22, which isformed with flanges 23 23, by which it is mounted laterally s hiftablein a pair of guides 24 24, secured to or formedintegral with the outerface of the removable front plate 25 of the casing 7. Said guides extendalong the top and bottom edges of a horizontal slot 26 in the frontplate 25, the top edge of which slot is provided with a series ofrecesses 27 27 27, disposed at one side of the center of the plate 0 andcorresponding in number to the aforesaid internal gears A B C. At thecenter of the plate the slot is provided with a similar recess 28 (shownin Fig. 5) and at the opposite side of the center thereof the said slotis pro- 3 5 vided with another recess 29, the purpose of which recesseswill be shortly explained. The driving-shaft 19 extends through the slot26 to permit the same to be shifted laterally, and it is provided with aseries of circum-' ferential grooves 30 31 32 33, uniformly spaced apartand adapted to be engaged by a dog 34, whien is fastened in a socket orrecess 35, formed in the inner end of the aforesaid journal-box 22 anddisposed above the driving-shafgin which socket is provided a suitablespring 36, serving to press the dog downward, so as to bear upon theshaft, as

more clearly shown in Fig. 5 of the drawings. On tl.e outer end of thedriving-shaft 19 is secured a pinion 37, adapted to engage any 5 5plained.

one of the internal gears A B C, which engagement is edeeted by aforwardly, laterally, and rearwardly shifting movement of thedriving-shaft, as will be hereinafter fully ex- The outer end of thesaid drivingshaft is adapted to abut against the inner end of thetransmission-shaft 10 when the former is shifted rearward ly to its fullextent, as shown in Fig. 10f the drawings, and when in this positionitis interlocked with the transmission-shaft, whereby a direct drive isimparted to said transmission-shaft, and,

thus maximum speed is transmitted to the driven shaft 5.

The means for interlocking the shafts l0 and 19 may be of any suitableform. ever, I prefer to employ the means shown, which consists ofaplurality of sockets 3b 38, formed in the end of the shaft 19, or moreproperly, the side of the pinion, which sockets are adapted to beengaged by studs 39 39, projecting from theend of the shaft When theshaft 19 is disposed to impart direct drive to the shaft 10, it will beseen that the axes of the said shafts are in line with the axis of thepower-shaft 1, as illustrated in Fig. 1 of the drawings.

40 denotes a reversing-gear which is journaled on a short shaft 41,disposed parallel with the driving-shaft and secured to a block 42,supported laterally shiftable in a slot 43 in the plate 25 of the casing7, which gear is adapted to be engaged by the pinion 37 and is alsoadapted to engage thelargest or lowspeed internal gear C. This slot 43is disposed in line with the aforesaid slot 26 and at the outer endthereof is provided a socket 44, in which is seated a spiral spring 45,serving to force the block 42 toward the driving-shaf t so as to retainthe said reversinggear normally out of engagement with the said internalgear C.

Separate mechanisms are employed for T owshifting the driving-shaftlongitudinally and laterally, and I prefer to actuate both mechanismsbya single hand-lever (represented at 46.) These shifting mechanisms maybe of any suitable construction. However, i prefer to employ the formsherewith shown, and therefore I will now proceed to describe the same.In reference to the devices for ini- -parting longitudinal movement tosaid driving-shaft, -17 represents a lever which is ivoted to atransverse bar 48, as indicated at 49, which bar may be supported on theusual running-gear or frame upon which the vehicle-body is mounted. Thepivot-pin 49 of said lever engages a longitudinal slot 50 in the bar, orthe lever may be otherwise attached to bar, so as to permit thedrivingshaft to be shifted laterally. One end of the lever 47 isprovided with a pin 51, which engages a horizontally-slotted arm 52,projecting from a collar or ring 53, loosely em bracing the sleeveportion 20 of the driving-shaft, and the opposite end of said lever ispivotally connected to the rear end of a longitudinally- I disposed rod54, the forward end of which rod is pivotally connected to the lower endof the aforesaid hand-lever 46. This lever 1s preferably pivoted to asuitable bracket 55, which ICO may be fastened to any part of thevehicle,

whereby the said lever can be conveniently operated l-y a person seated1n the vehicle. This hand-lever is provlded wlth a longitudinal slot 56,by which it engages the pivotpin 57 on the l acket 55, so as to permitthe said lever to be moved sidewise, as well as forwardly andrearwardly, in order to effect the lateral shifting of thedriving-shaft, as

will be presently described. In the attachmentv of the a oresaid rod 54to the handlever I prefer to employ a link 5b, provided with an ear 5!),to which the rod is pivoted,

which link is in turn pivoted to the lever, as shown in Fig. 3 of thedrawings. 'llns arrangement or other loose connection of the rod andlever is necessary in order to allow the lever to be freely movedsidcwise. hen the hand-lewr 46 is thrown to its extreme rearwardposition, the rear end of t be drivin shaft 19 is caused to abut againstthe forward end of the aforesaid transinissh n-shaft 10 and to beinterlocked therewith, and thus a direct drive is imparted to the lattershaft, which in turn transmits motion to the driven shaft through theusual bevel-gears 14 15 wherein maximum speed is attained. It will be.noted that when the driving-shaft is in direct engagement with thetransmissionshaft 10 the aforesaid dog 34 engages the. circumferentialgroove 30 of the said driving- 'shaft, whereby the latter shaft isprevented from accidentally moving forward, which would result in itsbecoming disengaged from the shaft 10. The lateral movement of thedriving-shaft 19 is effected by the shifting of its journal-box 22,which slides in the guides 24 24 on the front plate of the casing 7, ashereinbeforc stated. The mechanism which I prefer to employ forimpartinglateralmovcment to said shaft will now be described.

61 denote a pair of levers which are pivoted intermediate their ends,respectively, to transverse bars 62 63, as indicated at 64 64, whichbars may be supported in any suitable and convenient manner. Theselevers are disposed in line with each other when the shaft 19 is indirect driving position, as shown in Fig. 1 of the drawings, and therear end of the lever 60 is provided with a pin or bolt 79, engaging alongitudinal slot at the forward end of the lever 61. The rear end ofthe latter lever is provided with a pin 66, pivotally engaging a slottedcar 67, projecting from the outer end of an arm 68, which extends atright angles from the journal-box 22 and is rigidly fastened thereto, asindicated at 69. The forward end of the lever 60 is connected to thehand-lever 46 ata point below the attachment of the aforesaid rod 54.

In order to allow the hand-lever to be moved forward and rearward toactuate the longitudinal shifting mechanism hereinbefore describedindependent of the latter shifting mechanism, I provide the forward endof the lever 60 with a. segmental slot 70, which is engaged by a in 71,secured to the lower end of the handever, as shown more clearly in Fig.3 of the drawings.

The operation of the described transniitting nieehanism is as follows:Assuniing the driving-shaft 19 to be in engagement with the shaft 10, itis obvious that the power will be transmitted directly from the shaft 1to.

l the driven shaft or axle 5, whereby maximum speed is attained, asherembcfore stated. .\t this time the hand-lever 46 and the shiftingnzechanisns are in the positions shown in Figs. 1 and I; of the drawingsand the aforesaid dog 34 is in engagement. with the circumferentialgroove 30 of the driving-shaft. In order todisengage the driving-shaftfrom the trans:nission-shaft 10, the person in charge throws thehand-lever forward, whereby the rod 5-1 is caused to actuate the lever47, which shifts the said driving-shaft forward, as indicated by dottedlines in Fig. 1. It will be understood that the shaft. 1 is oonnccted tothe engine or motor shaft by means of suitable clutch devices which maybe controlled by the person in charge for throwing the shaft '1. intoand out of operative engagement. Said clutch devices are not shown, asthey are common to all transmission mechanisms. To start the vehicle, itis obvious thata low-speed connection should be used between thedriving-shaft and driven shaft. Therefore in this instance thedrivingshaft is shifted forwardly by the hand-lever, so as to carry thepinion 37 beyond the range of the largest internal gear G. Then bymoving the hand-lever 46 to the left the levers 6O 61 are actuated,whereby the journal-box 22 is shifted laterally to the position shown inFig. 2 of the drawings. It will be understood that this niovement ispermitted by the flexibility of the power-shaft 1. It is obvious that bythus shifting the journalbox 22 the driving-shaft is nzovedcorrespondingh. It will be further Understood that previous to thelateral shifting of said shaft the spring-pressed dog 34 is forced outofthe circumferential groove 30 of the shaft by the forward movementthereof, during which movement the spring 36 allows the dog to yield toprevent its becoming locked with the succeeding grooves 31 32, and whenyond the range of the internal gear C the said dog is caused to engagethe outermost groove 33 of the shaft. By this arrangement of the groovesin relation to the dog the longitudinal inoven'ent of the driving-shaftis positively regulated. When the journalbox 22 has been shiftedlaterally, as hereinbefore stated, the dog 34, carried thereon, iscaused to register with the outermost recess 27 in the top edge of theslot 26; but it is still pressed into engagement with thecircumferential groove 33 of the driving-shaft by the spring 36. Thepinion at this time. is maintainer] beyond the range of said internalgear C, but-in position to be moved into mesh with said gear. Thisengagement of the pinion and gear is then effected by throwing thehand-lever 46 rearward, whereby the rod 54 and lever 47 are actuated toshift. the driving-shaft rearward, as shown in Fig. 2 of the drawings.This latter movement of the th pinion has reached a position slightlybedriving-shaf t forces the dog 34 upward out of the circuniferentialgroove '33 of the shaft, wherebv the dog is caused to enter theoutermost recess 27 of the slot 26. The engagement of the dog with thisrecess securely locks the journal-box in its laterallyshifted positionto retain the pinion in engagenent with the said internal gear When thepinion is thus engaged. it is obvious that the person in charge willactuate the usual clutch devices referred to for the purpose of thrmcingthe power-shaft 1 into operative. connection with the engine or motor.It is well known to persons familiar with automobile constructions thatsuch clutch devices are controlled by a suitable lever convenientlyarranged to be operated by the hand or foot of the person seated in thevehicle.

72 represents a device which may be supported on the vehicle in anyconvenient manner and is designed to be placed at one end of theoperators seat or otherwise a :ranged to be engaged by the upper portionof the handlever -16. This device consists of a frame provided with apassage 73, which is designed to extend longitudinally in relation tothe vehicle-seat, in which passage the lever moves during its lateralshifting movement, and communicating with said passage is a series or"rearwardly-extendi'ng slots 74 75 76 77, which the said lever is adaptedto enter when it is thrown rearward in the operation of shifting thedriving-shaft 19 correspondingly. The engagement of the lever with aslot serves to prevent the driving-shaft from accidentally shiftingforward incident to jar and vibration to which the parts are subjectedwhen the vehicle is under motion, and the resultant throwing the pinionout of engagement with the internal gear.

It will be seen that when the driving-shaft has been shifted to itsrearmost position to directly engage the transmission-shaft 10, ashereinbefore described, the hand-lever 46 is in the longest slot 74 ofthe frame 72, as shown in Fig. 3 of the drawings, and it will beunderstood that the said lever will engage the slot 77 when thedriving-shaft has been shifted laterally and rearwardly to carry itspinion into engagement with the largest or low-speed internal gear C. Itwill'be apparent that in case it is desired to increase the speed of thevehicle the hand-lever 46 is moved forward to shift the driving-shaftcors ondingly, hereby the pinion disengages the said internal gear C,and at the same time the dog 34 is caused to enter the circumferentialgroove 33 of the shaft. This engagement of the dog with the groove andits resultant disengagement from the recess 27 allows the journal-box 22and drivingshaft to be shifted laterally in reverse direction asufiicient distance to cause the dog to register with either of theother recesses 27- 27, which correspond to the respective internal gearsA and B, which movement is regulated bv the hand-lever 46 in itsmovementto the left. Then the shaft has been thus shifted, thehand-lever is again thrown backward, whereby the dog is forced upwardout of engagement with the groove 33 and caused to engage either (ll theother recesses 27 27, according to the internal gear which is to beengaged by the pi1 1io r r37, and thus the journal-box carrying theshaft. is locked to the front plate of the casing, as before stat d.

It is obvious that when the pinion is in engagement with the internalgear B the handlcver will be in the slot 75 of the frame 7 2, and whenthe pinion is in engagement with the other internal gear A the saidlever will be in the slot 76 for the purpose hereinbefore described. Itwill be further understood that in case the driving-shaft is in directengagement with the transmission-shaft 10, as before described, andshown in Fig. 1, and it is desired to effect a reduced speed the clutchdevices (not shown) are operated in the usual manner to throw thepower-shaft 1 out of operative connection with the engine or motor. Thenthe hand-lever is operated to shift the driving-shaft 19 forwardlysufficiently to carry the pinion beyond the range of the internal gear Aor the internal gear B, as before, in which instance the correspondingcircumferential grooves'31 32 are caused to be engaged by the aforesaiddog 34 to regulate the movement of the shaft. Then the shaft is shiftedlaterally and rearwardly in the manner aforesaid to cause the pinion toengage the internal gear It will thus be apparent that four speeds maybe transmitted to the driven shaft or axle. It should be stated thatfollowing the engagement of the pinion with the internal gear the clutchdevices are to be operated to throw the shaft into operative connectionwith the shaft 1.

When it is desired to propel the vehicle rearwardly, the hand-lever 46is thrown forwardly, whereby the driving-shaft is shiftedcorrespondingly to carry the pinion in range with the reversing-gear 40,which faces the largest or low-speed internal gear C and is normally outof mesh. Then the hand-lever is thrown to the right to shift the shaftlaterally in the direction indicated by the arrow in Fig. 1, whereby thepinion 37 en gages the reversing-gear 40, and by a further movement ofthe said lever the reversing-gear is shifted laterally with the pinionand caused to engage the aforesaid internal gear C. By this arrangementof the parts it is obvious that a rearward rotation will be transmittedfrom the driving-shaft to the driven shaft or axle 5. It will beunderstood that when the parts are in the positions just described thehand-lever may be moved slightly rearward so as to engage the slot 78 ofthe frame. By this rearward movement the aforesaid dog 34 is caused toengage the recess 2.) of the slot 26. By shifting the driving-shaft tocarry the pinion out of engagement with the reveising-gear the latter isautomatically moved to its normal position by the spring -15, whichforces the supporting-block 42 of said reversing-gran toward thedriving-shaft, said block being adapted to slide in a slot 43 in thefront plate of the casing 7, as hereinbefore described, and clearlyillustrated in Fig. 1 of the drawings. It will be understood that tofacilitate the entrance of the teeth of the pinion between the teeth ofthe internal gears I chamfer the side edges of said teeth in thewellknown manner.

hat I claim is 1. In a mechanism of the character described, thecombination with a power-shaft, of a longitudinally and laterallyshiftable driving-shaft, a driven shaft arranged transversely inrelation to the driving-slntft, a series of united gears of differentdiameters arranged side by side, a transmission-shaft adapted to bedriven by each of said gears and permanently connected to the drivenshaft, a pinion secured to the driving-shaft and adapted to be shiftedthereby from one gear to another for changing the speed of the drivenshaft, and separate and independently-onerated devices for impartinglongitudinal and lateral movements to the said driving-shaft as setforth.

'2. In a mechanism of the character described, the combination with apower-shaft, of a longitudinally and laterally shiftable driving-shaft,a driven shaft, a series of concentrically-arranged gears ofdifferentdiameters disposed side by side and united, a pinion secured tothe driving-shaft and adapted to engage any one of said gears, twoseparate and independently-operated devices for imparting longitudinaland lateral movements to said drivingshaft, and means transmittingmotion from said gears to the driven shaft as.

set forth.

' 3. In a mechanism of the character described, the combination with apower-shaft, of a longitudinally and laterally shiftable driving-shaft,a driven shaft, a series of urited internal gears disposed side by side,a transmission-shaft permanently connected to said gears and drivenshaft, a pinion secured to said driving-shaft and shifted thereby so asto engage any one of said internal gears, two separate devices forshifting the drivingshaft longitudinally and laterally, and a singlemanually-operated lever for actuating said devices independently as setforth.

4. In a mechanism of the character described, the combinat on with apower-shaft, of a longitudinally and laterally shiftable driving-shaft,a driven shaft disposed transversely in relation to the driving-shaft, aseries of gears of different diameters united side by side, a pinionsecured to the drivingshaft and adapted to engage any one of said gearsby the shifting of said shaft, a laterallyshiftable reversing-geararranged to be engaged by said pinion and shifted thereby so as toengage one of said gears, means for shifting said driving-shaft, and ashaft disposed in line with the axes of said gears and transmittingmotion to the driven shaft as set forth.

5. In a mechanism of the character described, the combination with apower-shaft, of a shiftable driving-shaft, a driven shaft, disposedtransversely in relation to the drivingshaft, a suitably-journaledmultiplespeed wheel, means transmitting motion from said wheel to thedriven shaft, a pinion rotated by and adapted to be shifted with thedriving-shaft and disposed to engage the wheel, a laterally-shiftablereversing-gear adapted to be actuated by said pinion, and moved therebyinto engagement with the said wheel and means for shifting saiddriving-shaft as set forth.

6. In a mechanism of the character described, the combination with apower-shaft, of a driving-shaft adapted to be shifted into and out ofaxial alinement with said powershaft, a driven shaft, disposedtransversely in relation to the driving-shaft, a suitablyj ournaledwheel disposed axially in line with the power-shaft and provided with aseries of internal gears having different diameters, a. inion carried onthe dr ng-shaftand thereby shifted to engage any one of said internalgears, bevel-gears transmitting motion from said wheel to the drivenshaft, and means for shifting said driving-shaft as set forth.

7. In a mechanism of the character de scribed, the combination with apower-shaft and driven shaft, of a suitably-'ournaled wheel disposedaxially in line with the powershaft and provided with a series ofinternal gears of different diameters, means trans- I mitting motionfrom said wheel to the driven shaft, a driving-shaft extending into saidwheel and adapted to be shifted longitudinally and laterally into andout of alinement with the power-shaft and rotated thereby, a pinionsecured to the outer end of said driving-shaft and adapted to engage anyone of said gears by the shifting of the shaft, means for shifting thesame, a shiftable reversinggear disposed adjacent to the largest gear ofthe series and held normally out of engagement therewith, saidreversing-gear being adapted to be engaged by the pinion and to beshifted thereby so as to engage the aforesaid gear as set forth.

8. In a mechanism of the character described, the combination with apower-shaft and d 'iven shaft, of a suitably- 'ournaled wheel disposedaxially in line with the powershaft and provided with a series ofinternal gears of successivelyincreasing diameters IIO and arranged sideby side, bevel-gears transmitting motion from the wheel to the drivenshaft, :1 driving-shaft adapted to be shifted longitudinally andlaterally in relation to the power-shaft and rotated thereby, a pinionsecured to said driving-shaft and moved thereby into engagement with anyone of said gears, a reversing-gear shiltable laterally toward and fromone of said gears and disposed to be engaged by said pinion, means forautomatically shifting said reversing-gear out of engagement with theinternal gear, and means for shifting the driving-shaft as set forth.

In a mechanism of the character described, the combination with aflexible power-shaft, of a driven shaft disposed transversely of saidpower-shaft, a series of united internal gears having differentdiameters, a shaft and bevel-gears transmitting motion from the internalgears to the driven shaft, a longitudinally and laterally shii'tabledrixingshaft provided at one end with a sleeve slidably connected to thepower-shaft and provided at its opposite end with a pinion adapted toengage any one of said internal gears, a laterally-shiftabltreversingear disposed to be engaged by the pinion an moved thereby intoengagement with one of said internal gears, manually-operated meansconnected to the aforesaidsleeve for imparting shifting movement to thedriving-shaft, and means automatically shifting the said reversinggearout of engagement with the internal gear as set forth.

10. In a mechanism of the character described, the combii ,tion with aflexible power-shaft composed of pivotally-joined sections, adrivenshaft, a longitudinally and laterally shiftable driving-shaft formedwith a sleeve at one end sliding on the rear section of the power-shaftand locked to rotate therewith, a pinion secured to the rear end of thedriving-shaft, a series of united internal gears of different diametersdisposed concentrically side by side, two independentlyoperated devicesconnected to said driving shaft for shifting the same longitudinally andlaterally to move the pinion into and out of engagement with any one ofsaid internal ears, and bevelears transmitting motion rom said internalgears to the driven shaft as set forth.

1 1. In a transmission mechanism, the combination with a flexiblepower-shaft composed of pivotally-connected sections, and the drivenshaft, of a longitudinally and laterally shiftable driving-shaft havinga sliding connection with the rear section of the powershaft andprovided with a series of circumferential grooves, a pinion secured tothe rear end of said driving-shaft, a series of united internal gearsarranged side by side and having su:cessively-increasing diameters,separate mechanisms for shifting the driving- 2 i l l l l shaftlongitudinally and laterally whereby the pinion is carried into and outof engagement with any one of said gears, means adapted to automaticallyengage the aforesaid grooves to regulate the longitudinal movement ofthe driving-shaft, a single lever for operating said shiftingmechanisms, and a shaft and bevel-gears transmitting motion from saidinternal gears to the driven shaft as set forth.

12. In a power-transmission mechanism, the combination with a flexiblepower-shaft composed of pivotally-joined sections, and the driven shaft,of a longitudinally and laterally shiftable driving-shaft having asliding connectio with the rear end section of the P()\\'9ISl1fllt, apinion secured to the outer end of said driving-shaft, a series ofunited internal gears arranged side by side and havingsuecessively-increasing diameters, means for shifting the driving-shaftto carry the pinion into and out of engagement with any one of theinternal gears, a reversing-gear d sposed adjacent to the largestinternal gear, and adapted to be engaged by the pinion and shiftedlaterally therewith so as to engage said internal gear, spring-actuatedmeans automatically shifting said reversinggear out of engagement withthe said internal gear, and means transmitting motion from 9 saidinternal gears to the driven shaft as set forth.

13. In a power-transmission mechanism, the combination with a flexiblepower-shaft, and the driven shaft, of a shiftable drivingshaft having asliding connection with the power-shaft and provided at its outer endwith a pinion, a wheel provided with a series of internal gears havingdifl'erentdiameters, separate mechanisms for shifting the drivingshaftlongitudinally and laterally to carry its pinion into and out ofengagement with any one of the internal gears, a reversing-gear arrangedto be engaged by said pinion and adapted to be shifted laterally therebyto cause the same to engage one of the internal gears, meansautomatically shifting said re versing-gear to its normal position whenreleased from the pinion, and bevel-gears transmitting motion from saidwheel to the driven shaft as set forth.

14. In a power-transmission mechanism, the combination with apower-shaft and driven shaft disposed transversely in relation to saidpower-shaft, of a transmission-shaft disposed axially in line with saidpowershaft, bevel-gears connecting said transmission-shaft with thedriven shaft, a multiplespeed gear-wheel secured to thetransmissionshaft, a longitudinally and laterally shiftabledriving-shaft suitably connected to the power-shaft and adapted todirectly engage the transmission-shaft to impart maximum speed to thedriven shaft, a pinion secured to the drivingshaft, mechanism operativefor and out of engagement with the transmissionshalt, mechanism lorshifting said drivingshaft laterally to effect the engagement of saidpinion with the multiple-speed gearwheel, and a single1aanually-operated lever for actuating said shifting mechanismindependently as set forth.

15. In a power-transmission mechanisizi, the combination with thepower-shaft and the driven shart, of a trans:nission-shaft dis posedaxially in line with the power-shaft, bevel-gearsconnectingthausmission-shaft with the driven shaft, a multiple-speed gearwheelmounted on said transinission-shaft, a longitudinally and laterallyshiftable drivingshaft having a sliding connection with the power-shaftand adapted to directly engage the transmission-shaft to impart maximumspeed to the driven shaft, a pinion carried on said driving-shaft andadapted to he moved into engagement with said gear-wheels when thelatter shaft is disengaged from the transmission-shaft to impartnzinimum or intermediate speeds to said driven shaft, :1-laterally-shiftahle reversing-gear adapted to engage said multiple-speedgear-wheel and to be engaged by said pinion, and means for shifting thesaid driving-shaft as set forth.

16. In a power-transmission mechanism, the combination with thepower-shaft and the driven shaft, of a transmission-shaft disposedaxially in line with the power-shaft and remote therefrom, amultiple-speed gear- .vhecl mounted on the transmission-shaft, meansconnecting the latter shaft with the driven shaft, a ('lriving-shaftsuitably connected to the power-shaft and adapted to be shiftedlongitudinally and laterally into and out of axial alinenzent with thetransmissionshaft and adapted to directly engage the same to impart 1raxina n1 speed to the driven shaft, a pinion secured to thedriving-shaft and adapted to he lroved thereby into and out ofengagement with said gear-wheel, whereby the transmission-shaft iscaused to impart minimum or intermediate speeds to the driven shaft, areversing-gear normally out of engagement with said gear-wheel andadapted to be engaged by tne aforesaid pinion and to be shiftedlaterally thereby to engage said gear-wheel, means automaticallyshifting the reversing-gear to its normal position, separate mechanismsfor shifting the driving-shaft longitudinally and laterallv,

and manually-operated means for controlling said shift ng mechanisms asset forth.

17. In a power-transmission mechanism, the combination with thepower-shaft and driven shaft, of a transmission-shaft disposed axiallyin line with the power-shaftand remote from the rear end thereof, amultiplespeed gear-wheel mounted on the transmission-shaft, meansconnecting the latter shaft with the driven shaft, a driving-shafthaving shifting the latter shaft longitudinally into I a uitablv-slidingconnection with the powershaft and adapted to be shil'te'llongitudinally and laterally-into and out of axial alinemeut with thetransmission-shaft, a pinion secured to the rear end of thedriving-shaft ineans operative for temporarily interlocking thedriving-shaft with the saisl transmissionshaft to impart a direct driveto the latter, said pinion leing adapted to be shifted into engagementwith the aforesaid gear-wheel to impart irininnnn or internediatespeedsto the driven shaft, :1 laterally-shiftable reversing-gear adapted toengage said gearwheel and tube engagedby the pinion,n:eans autonatieally moving said reversing-gear out of engagement with thegear-wheel, separate nechanisirs for imparting longitudinal and lateralmovenients to the said driving-shaft, and a single lever for actuatingsaid shifting mechanisms as set forth.

18. In a power-transmission mechanism, the comldnation with a flexiblepower-shaft composed of pivotally-joined sections, and the driven shaft,of a transmission-shaft having its axis in line with the normal axis ofthe power-shaft and disposed remote therefrom, a bevel-gear secured tothe rear end of the transmission-shaft and engaging a like gear on thedriven shaft, a multiple-speed gearwheel mounted on the forward end ofthe transmission-shaft, a longitudinally and laterally shiftabledriving-shaft having a telescopic connection with the rear end sectionof the power-shaft and rotated thereby, a pinion sec'ured to the rearend of the drivingshaft, means for temporarily interlocking thedriving-shaf t with the transmission-shaft to in'part a direct drive Luthe driven shaft, means for shifting said dri ng-shaft longitudinally toengage and disengage the transmission-shaft, means for shifting the saidshaft laterally to carry the pinion to and from the gear-wheel, areversing-gear adapted to he engaged by said pinion and to be shiftedthereby into engagement with said gearwheel, and spring-actuated meansretaining the reversing-gear normally out of engagement with thegear-wheel as set forth.

19. In a. power-transmission mechanism, the combination with thepower-shaft and the driven shaft, of a transmission-shaft provided witha multiple-speed gear-wheel, bevel-gears connecting saidtransmissionshaft and driven shaft, a longitudinally-shiftabledriving-shaft adapted to directly engage the transmission-shaft andhaving a sliding connection with the power-shaft. a pinion secured tothe driving-shaft and adapted to engage the multiple-speed gear-wheel,means automatically regulating the shifting movement of saiddriving-shaft, shifting mechanism, and a table lever for actuating saidmeehan sn set forth.

20. In a p ower-transmission mechanism, the combination with thepower-shaft and the driven shaft. of a transmission-shaft connal gearsby successive longitudinal and latnected to the driven shaft, ashiftable driving-shalt having a suitable connection with thepowcr-shaft and provided on its forward end with a rigid collar. asuitably-actuated lever connected to collar for shifting said nal-boxfor automatically engaging and disshaft longitudinally whereby it ismoved into and out of direct engagement with the transmission-shaft, aseries of united gears of different diameters connected to thetransmission-shaft. a pinion secured to the rear end of thedriving-shaft, means for shifting the driving-shaft laterally wherebythe said pin- Jon is positioned in relation to any one of said gears topermit the same to move into mesh with said gear by action of thelongitudinally-shifting mechan sm. a bearing movable laterally with thedriving-shaft, and means carried on said bearing for regulating thelongitudinal movement of said shaft and operative for locking the shaftin its laterallyshiftcd position as set forth.

21. In a power-transmission mechanism, the combination with a. flexiblepower-shaft and the driven shaft, of a suitably-supported casingprovided with a transverse slot in its forward end, a transmission-shaftjournaled in the rear end of said casing and connected to the drivenshaft, a wheel secured to the transmission-shaft within the casing andformed in its front side with a cavity provided with a series ofconcentric internal gears of successively-increasing diameters, guidesextending lengthwise of the slot, a journal-box supported movably insaid guides. a driving-shaft extendingtzrough said slot and supportedlongitudinally shiftable in said journal-box and adapted to be shiftedlaterally thereby, means connecting the driving-shaft slidably with thepowershaft, said driving-shaft being adapted to directly engage anddisengage the transmission-shaft when shifted axially in relationthereto, a pinion secured to the driving-shaft within the casing andadapted to be moved into and out of engagement with said intereralmovements of the driving-shaft, said driving-shat 't being provided witha s ries of circuniferential grooves atv predetermined points, a dogcarried on the aforesaid jourengaging said grooves and serving toregulate the longitudinal movement of said driving-shaft, the aforesaidslot of the casing being provided with recesses adapted to beautomatically engaged by said dog when the shaft is moved laterally toretain the pinion l in engagement with the internal gear. and

separate mechanism for shifting the drivingshaft longitudinally andlaterally as set forth.

Ina powcr-transmission mechanism, the combination with a flexiblepower-shaft composed of pivotally and slidably joined sections, and thedriven shaft, of a transmission-shaft suitably connected to the drivenshaft, a series of united internal gears arranged concentrically andhaving successively-increasing diameters, a driving-shaft provided atone end with a sleeve slidably engaging the rear end section of thepowershaft and provided at its opposite end with a pinion, saiddriving-shaft being adapted to be moved rearwardly to engage the.transmission-shaft, and the pinion adapted to be moved into engagementwith any one of the internal gears by successively shifting thedriving-shaft forwardly, laterally and rearwardly, a lever shifting theshaft longitudinally, an arm shifting the same laterally, separatemechanisms actuating the lever and arm, a manually-0pc rated lever foractuating said mechanisms independently, and means regulating saidshifting movements as set forth.

I CHARLES P. SMITH. [L. s.] 'itnesses: I

J. J. LAASS, L. H. FULMER.

